Carburetion system



March 27, 1951 F. c. MOCK CARBURETION SYSTEM 5 Sheets-Sheet 1 Filed April 50, 1947 March 27, 1951 F, c, MOCK 2,546,901

CARBURETION SYSTEM Z IN VEN TOR.

March 27, 1951 F. c. MocK CARBURETION SYSTEM 5 Sheets-Sheet 5 Filed April 30, 1947 INVENTOR. FRA/VK 6?. W06# A TA/f March 27, 1951 F. c. MocK 2,546,901

CARBURETION SYSTEM Filed April 30, 1947 5 Sheets-Sheet 4 March 27, 1951 F. c. MocK 2,546,901

CARBURETION SYSTEM Filed April 30, 1947 5 Sheets-Sheet 5 IN VEN TOR.

Patented Mar. 27, 1951 CARBURETION SYSTEM Frank C. Mock, South Bend, Ind., assignor to l Bendix Aviation Corporation, South Bend, Ind., a corporation of Delaware Application April 30, 1947, Serial No. 745,003

12 Claims. (Cl. 12S-25) This invention relates to carburetors or fuel .metering pumps of the type disclosed in my prior copending applications Serial Nos. 362,085. filed October 31, 1940 and now Patent No. 2,426,153 and 586.223 led April 2, 1945, now Patent No. 2,531,780 and the present application constitutes a continuation-impart of my copending application Serial No. 588,023 filed April 12, 1945 and now Patent No. 2,509,648. In fuel metering devices of this type the fuel supplied to an engine or power plant is measured or metered on the basis of engine speed modied by one vor more operating functions indicative of mass air flow to the engine, or air consumption, as distinguished from the conventional injection carburetor wherein the fuel is metered primarily as a function of -mass air flow. Such a device may utilize a pressure type fuel pump and a fuel inlet valve controlled by a speed responsive element such as a centrifugal governor rotating in synchronism with the engine and whose thrust is opposed by a metering head diaphragm. Since the governor thrust is proportional to R. P. M. squared, the metering head is also proportional to R. P. M. squared; and assuming a fixed metering jet, fuel flow therethrough will be proportional to engine speed for a given engine condition. If now the area of the jet is controlled by a needle movable in relation to some operating characteristic in- -dicative of the weight of air consumed .per engine revolution, a relatively accurate or predetermined fuel-air ratio may be expected throughout the power range.

In carburetors of the speed type, as in conven- 'tional injection carburetors, it is desirable to have means whereby a pilot or engine operator may select different fuel-air ratios or metering curves; for example, a lean ratio or curve for favorable operating conditions which will prolvide maximum economy values of fuel flow, as for -cruising at moderate speeds and/or light loads,

and a richer fuel-air ratio or curve which may be selected for metering in the higher power ranges and/or under unfavorable engine operating con-2 ditions, as where ignition or other trouble develops and which without fuel enrichment would lresult in engine failure.

In my Patentv No.

2,531,780 there is disclosed a means for obtaining 'different fuel-air ratios by selectively varying the head across the metering orifice at any given en'- "gine speed, but thismethod may not be found suitable for certain installations,l particularly wherefa'n antidetonant is tov be metered to the :engine at .emergency power settings. The instant invention provides for selective fuel-air ratios at any given engine speed by varying the area of the metering orifice or orifices with a single metering needle and a coacting manually operable valve member which may conveniently be used for derichment of the normal fuel charge for water injection.

An object of the invention, therefore, is to provide in a speed carburetor or metering pump improved means for selectively metering fuel at different fuel-air ratios. v

Another object is to provide in a carburetor of the type speced'means whereby selected fuel- 'air ratios may be had with a single main metering needle.

A further object is to provide in conjunction with such a carburetor improved means for metering an auxiliary fuel such as an antidetonant to the engine, and a control for selectively metering along a plurality of air-fuel ratio curves and for automatically deriching the carburetor when4 water is to be injected. y

The foregoing and other objects and advan- .tages will become apparent in view of the follow-- ing description taken in conjunction with the drawings, wherein:Y r

Figure 1 is a schematic View, principally in elevation, of a speed metering device or carburetor in accordance with the invention;

Figure 2 is an enlarged sectional view of the lower portion of Figure 1, showing the carburetor 4per se; Y

Figure 3 is an enlarged sectional View of the upper portion of vFigure 1, showing the Water metering unit and coacting controls; v e Figures 4fand 5 are sectional views the lines 4-4 and 5 5, Figure 1; Figure 6 is a fragmentary view of the derichf `ment valve and coacting parts in the position they occupy when the water regulator is idle and the mixture selector is turned to a lean fuel-air ratio;

' Figure '7 is a view similar to Figure 6 With the parts in the position they occupy when the water regulator is idle, but with the mixture selector turned to a rich fuel-air ratio; and l Figure 8 is a curve chart illustrating the fuel metering characteristics of the carburetor. Referring to the drawings and first to Figures l, 2, 4 and 5, the speed metering pump or car.-` buretor comprises 'a main housing l0 having a 'portion shaped to define a fuel intake chamber Il to which fuel may be supplied from a tank or other suitable source, not shown, through a conduit l2. A fuel pump is'generally indicated 'at 3; it is of the vane type and includes a rotor taken on amasar 3 I4 formed with a series of radial slots, mounting vanes or blades I4 and a center bore in which is received a hollow eccentric camming sleeve or cylinder I5. The rotor assembly is rotated by a shaft I6 having a reduced center portion I6 projecting through the cylinder I5, and the rotor itself is rotatably supported by a sleeve-like cage I'l formed Jintake and discharge openings I8 and I9 at an intermediate 'point and terminating at its opposite ends in annular portions or rings l'I' which cam the rotor vanes or blades radially inwardly against the sleeve or cylinder I5. The rotor shaft I6 has a gear 20 secured on the outer end thereof adapted ft'o be Jdriven by the engine or power plant to 'be supplied'with j r uel.

The pump takes fuel from the vchamber iI.I and forces it under pressure into a `governor chamber 2I dened in `part by a wall umember V22 having a transverse portion 22 shown as ro'rm'ed yintegral withfthe housing 10, said wall member and housing Yhaving opposed yi'ihicken'ed portions contoured to "receive fthe :rotor cage fIl'I. Inner and outer Yend lcaps f23 and 23", 'the latter being removably secured ito the fhousing ill), .support the sealing and bearing fassemb'lies for the outer r'enel fof shaft I5, fto `which Aoil may be supplied lby wa-y of ra -fduct 22'4 fforming VYpart :of :the engine 4force '-feed iling system.

The left end of the rotor Irl is journaled ina bushing "25, 'the latter being :mounted "in :a `boss 26`1formed integral with the housing forcasting I Il.

The inner end (left-'hand vend .in Figure 22) of the rotor shaft I6 has keyed or .otherwise secured thereon a Abushing 121, which forms the hub (if-a 'c'up12'8 having iadrivingconnection with a governor and poppet valve assembly -comprising` fa poppet valve 29 rinflountefd to slide 1in .'a bushing i311 supported '-by :a :ring `or 2'lange `3U secured to the adjacent 1`wallfof an unmetered' fuel chamber C, said bushing Ib'ein'g formed `with a valve seat :defining a Avalve 'port f3f`I. The inner or `right-hand end foi fthe 'poppet valve .29 is 1reduced and .encircle-d `by 5a spring :32 which J'at lits left end abuts a shoulder formed :on Lthe valve body and 'fa't .its opposite iend 'be'ars against Athe inner race fof 4a thru-st bearing l'3"3.

The governor 'weights lare indicated vat 34; they 'are journa'led -on pins '35 :fand have formed 1in- 'tegr'all-y therewith 'ngers'f adapted fto 'engage the outer race of the thrust bearing 33 and :urge the poppet yvalve 129 v5towards open rposition'vvith a larce dependingko'n the speedof rotation-and the resultant centrifugal fe'iect of the Aweights S34.

The `pins t351are anchored "in A`yoke's L36 kforming part of a hub member-37 Y'carrying the "outer race of .a fbearing `assembly 38, `the Vinner race of the latt'ter lbeing secured on rthe bushin'g '30. driving connection between the `rotary shaft I6 andthe governor is provid'ed bym'eansfof lugs-39 projecting radially from the ange of the :hub

A3:1 and engaged in rapen slots formed .in the adjja'centfedge of the cup f2.8, the latter serving to vreduce turbulence o'f theifuel in the governor chamber and to :also limit the .throw of .the

governor weights wunder certain conditions, as when there 'is no appreciable `di1erentia1-pres'sure ncrossfthe metering headdiaphr'agm indicated at 4I) `*diaphragm y4i! is clamped abetween theiradial =portions .or Iflanges .of a :pair of bushings M and-4f2. The .-fbushing 41| is .slidably mounted inra guide-:sleeve =43,-vvhile the :bushing 4.2 Iisconnected tothe vadjacentfstemaof the poppet valve *by .means -of la universal coupling- 44. idle 4 spring 45 engages the diaphragm bushing 42 and applies a predetermined force in an opening direction on the poppet valve 29 at low idling speeds, to insure suicient metering head pressure for idling purposes.

The pump intake or low pressure chamber II is separated from the governor or pump delivery chamber Zfi above the 'latter :by the transverse portion 22" of the wall member 2'2, and the said transverse portion mounts a two-Way by-pass lvalve generally indicated at 46 carried by a dia- ,rphragm A410i substantially the same mean effective area as the seat of the said valve, the said diaphragmharmingfa movable or flexible wall of la balancing chamber 48. A spring 49 urges the valve 4E to its 'seat and allows it to open when .tlle'pr-.essure :inchamber 2! exceeds the pressure in chamber 48 by some predetermined amount, depending upon the strength of the said spring.

In order to prvide a substantially constant pressure drop .across the poppet valve 229 :and balance the various pressures 1in *the meterin'g sys-'- tem, the .chamber il ris scorm'ected `by 'a fductfor passage T55, 'T50' 'with unmetered fuel .chamber .C. Chamber '4B also communicates with the :chamber IfI through a 4restricted oriiiceiorfbleedlrl :'toipier mit :complete filling-of thechamber 43.

lWhen the rpump ,is 'initially placed in .operation andsuic'ient pressure :is `-built .up zin the governor chamber :21, the :two-way 4valve 45 fopen. When this valve opens, fuel :pressure l-vvill -be .lbuilt up .in the chamber .I -I to fa :predetermined ivalue, whereupon -fuel will apass 'ithrc-ugh the .orifice yfor bleed 5i intofchamberil. Sincethislatterfchamber :is sin communication :with the lunmetered fuel chamber C, .the pressure on the upper :side .of thediaphragmJil7 will'be'unm'etered fuel ypressure while :that on -the .lower sideof :the valve .46 will `be .equivalent to #that .in lthe governor chamber 2-I.; .and :the diiferential between Vthese chambers 48 and 2l-I zand :hence .the :drop across the valve 2.9 will lbe vrrrai-ntained at -a substantially goonstant predetermined value as `determined bythe spring 49 irrespective of .the -low pf fuel `delivered by the unit.

The valve generally indicated .at v52 is an .idle `out-off valve; .-it =is `-used to 4completelycut foffuel tothe engine to stop ,the latter :and .fis v.provided .with :a gstem .to which -an operating lever E53 secured. .This tcut-oir valve .carries -a cylindrical rotary valve memberlocatedin theffuelfdischarge conduit 54 and having a through .passageway-Lor valve port adapted to register withsaidconduit when lthe valveha-ndleis turned lto fon position. In the )position shown, lthe valve is o penand l.may .flow through the conduit `5,4. The fue'lrdischarge `.conduit Y15.4 is .adapted `for :attachment of a .suitable fuel .line 55 .leading ,to .a .pressure .spray nozzle :to bedescribed. .The ,passage or .duct .5D .connects with .the continuation 5D thereof through a 'valve .port `controlled :by .the valve .'52, `so ythat when the .idle-cut-.oif valve fisclosedfcom- ,munication `between the `passages 50 yand 56' ,is likewise iclosed, thereby cutting .off communica- .tion between 'the unmetered vfuel chamber .C :and the chamber v48. Ehe reason fior this is that should -the unmetered fuel `:pressure istill be applied to chamber 4e after -fuel flow is stopped fand during fur-.ther running fof the .engine fdu'e *sto xa momentum, .the by-rpass -valve 46 would -not'open Tand dangerously :high fpressure awould v"be .built iup v-inthesystem .The'oat valve generally .vindicated at-155-:controls .a `vapor vient line :57 :leading 'back to theffuel lztankfand lforms partof ia ivapor eliminationrsysite'm which acts to centrifuge air and vapor from the fuel before any of the fuel in the governor chamber 2| is passed through the relief valve back to the low pressure side of the engine driven pump. For an understanding of this system, reference is had to the copending application of Willard F. Blakeway and Albert P. Schnaible, Serial No. 588,224 filed April 2, 1945, now Patent No. 2,539,484.

The foregoing description of the metering pump and governor and poppet valve assembly has been abbreviated, since the specific construction of these parts forms no essential feature of the present invention only insofar as it brings into the combination an operative device for producing a metering head proportional to the square of engine speed, or as a function of engine speed. For a more complete disclosure and description of these parts, reference may be had to the copending .application of J. A. Bolt and Frederick P. Jackson, Serial No. 660,248 led April 6, 1946, now Patent No. 2,531,664.

A feature of the present invention is the means whereby a pilot may select a predetermined fuelair ratio for a given operating condition, which means will now be described.

-The main metering orifice is indicated at B; it constitutes a variable restriction between unmetered fuel chamber C and metered fuel chamber B, the latter being in communication with the conduit 54 and the fuel line 55. A supplemental or enrichment metering orifice is indicated at 6| it is in alignment with the orifice 60 and constitutes a like restriction for regulating the flow of fuel from chamber C by way of passages 63, 63 and valve port 64 to chamber 65 and thence through the said oriiice 8| to chamber B. Valve port G4 is controlled by a selectively operable valve 68 which is slidable in a bushing 51 and at its lower end is connected to a diaphragm 68. A spring 68 normally urges the valve 66 toward open position. Another diaphragm 10 is arranged in spaced relation with respect to the diaphragm 88 and in conjunction with the latter defines a chamber 1|. A one-way abutting connection is provided between the lower diaphragm 10 and the upper diaphragm E8 by a member 12 which is secured to the bottom or adjacent end of the valve 86 and constitutes a reinforcement for the up-per diaphragm. When the lower diaphragm moves upwardly, the central reinforcing plate 13 thereof engages the member 12.

Beneath the lower diaphragm is a pressure chamber 14 to which an operating pressure may be applied to close the valve 63, such operating pressure in the present instance vbeing applied automatically when an antidetonant is to be metered to the engine in a manner to be described.

Fluid pressure may be selectively applied to the chamber 1| between the upper and lower diaphragms by means of a mixture selector unit or valve assembly generally indicated at 15 (note particularly Figure and including a two-way solenoid valve 16, which is connected to an armature 11 for electrical actuation in one direction (upwardly in Figure 5) and is urged in the oppo-v site direction by a spring 18. A solenoid coil is mounted in a housing 80 and is provided with a terminal 8| located in a connector for a plug 82, a circuit wire 82' connecting the terminal 8| with the one contact 229 of a manifold pressure switch 230 to be described, the opposite contact 229'` of the switch 230 connecting by wire 82" with a contact 83 adapted to be selectively en-f gaged by a manually operable switch 83 located in the pilots compartment or within easy access When the solenoid coil 19 is energized, the

armature 11 is drawn upwardly, moving valve 16 clear of port 85 and closing port 85', whereupon fuel under pressure is communicated to chamber 1| from the governor chamber 2| through passages 86, 86, note the position of the valve 66 in Figure 6, the vent passage 81 being closed; and when said coil is (ie-energized, the spring 18 moves valve 16 clear of port 85 and closes port 85, whereupon pressure is relieved from chamber 1| by way of passages 86', 88', chamber 88 and passage 81, and the valve 66 opens as shown in Figure 7. The vent passage 81 communicates with the vapor vent line 51 which may lead to the fuel tank, as heretofore noted.

The valve e6 may also be closed (the position in Figure 2) by a build-up of pressure in chamber 14, since should the valve be open when pressure is communicated to said chamber, the lower and upper diaphragms 10 and |58 will act in unison on said valve.

The fuel-air ratio may also be varied as a function of engine temperature by suitable means such as the valve Se (Figure 2) which is arranged to control a port 9| between the passage E3 and a passage 92, the latter communicating with a passage 02' leading to the metered fuel chamber B. The valve 90 is controlled by a temperature compensating bellows 93 which is in uid pressure communication with a temperature responsive element 94 (Figure 1) by means of a tube or conduit Q5, the latter being adapted to be mounted in the engine induction manifold. The temperature compensating bellows @3 is thus rendered responsive to variations in engine manifold temperature and will adjust the valve Bil so as to in turn adjust the fuel-air ratio by metering a predetermined quantity of fuel from chamber C through port 9| to the chamber B. This temperature compensating arrangement forms no part of the present invention; it is more fully described in Patent No. 2,531,780, heretofore noted.

The main metering orifice 88 and supplemental enrichment of auto-rich metering orifice el are controlled by a single metering needle 95 which is provided with a pair of contoured metering sections S1 and Q3. The position of the needle e5 is varied in relation to changes in manifold pressure modified by exhaust back pressure and aecordingly it is slidable in a bushing Q9 and is connected to the movable end of a bellows |08 mounted in a housing lili to which manifold pressure is communicated by way of conduit |02. The bellows iili is in turn connected to the movable end of a smaller bellows |03 which is anchored to the adjacent end of the housing 18| and has its interior vented at |04 to the atmosphere. For' an understanding of the construction and operation of the bellows assembly 00,

|83, reference may be had to my Patent'No.'

2,531,780. Brieiiy however, in operation, the belane-,pon

lows |596. expands and projects the needle 66 intoy said". orices. this action' being. modified byl travel? of the bellows |213 irr` relation. tot changes inil atfninspheric` pressure, while. the: temperature responsive'.` needle gli. controls. metering of' fuel across the biz-passi 63; 9i".y

The metered: fuel; in. chamber BV flows by' Way" of` fueliline '5I andi strainer' H35 into. a chamber |06 (noteilii'gure 3 and thenceinto discharge: nozzle chamber It 1.,.from which it isf discharged: through a. nozzle' opening mit into intake conduit |69 posterior tof throttles; me; The discharge opening; m8 is'. ccnt'rolled' byV a dischargeA nozzle Il'lt. whiehi may be' oit any preferred pressurev type.; as shown. ih;- thel present instance; it is'slidl able inix a bushing H2 and? its: stem'. connected to: adiaphragm.- H23 backed: up: by a. spring H4 mounted ina: housing or cover. H5, the interior of the. latter being vented to the air'intakey con.- duit upstream of the. ti-irottle'sy iiilil by means of passages |1|1andi |5121. When the fuel pressure in chamber les attains; a predetemnined' value, forV example; ten: p: s; i.,. the nozzle is; retracted from tlieiopening |98 and.E fuel is discharged? into their air:A intake conduit. me. chamber |136 contains metered fuel only during normali periddsof'operaticn, or without'water injectionbut when' water.' is' being injected, this. chamber together withV the nozzle chamber il'i also serves as amixing chamber.

Ani engine is diagramm'atically illustrated at. 12.6,' Figure li; it. is' of. the radial type and provided with ai plurality of cylinders. i2 i' to' which air under supercharger pressure isV directed by way ofi manifold |22? and. manifold pipesv |23, an engine driven or iirst stage'. superchargery being indicated at |24; While not shown` in the schematic" view of' Figure 1:, the system'` is' adapte-d fory use' with: ai second' or' auxiliary` stage: supere' chargerlccated anteriortotlfiethrottles iS', 16. The intake conduit |69. is shown connectedv to a throttle body` M5- through which the passage i1 extends and opens out into the main' air intake'. passage. upstream of the' throttles lie, Hu".

Accelerator' pump An accelerator pump'. is generally indicated at |25; it comprises a pair of connected housings |26, |26.' engaging the peripheral-edgefof: apuin'p diaphragm |27, Figureg; which. @verlies a fuelf pressure chamber |28. A* hollow plunger' i29fis connected toithe central portionof the diaphragm |27 by members land iti. 'I'he'lower'end-of asprirrg I3?. is-en'gaged-in the-socket or plunger |29 andfits upper end in asocket formedin thev pump cover or cap.- An arm i33'is pivotally.- conf nected at one end toa member which' in tur-n is; detachably connectedy to the upper endof the'plunger |129, the opposite end-.ofl thesaidarmbeing journaled for. free rctaticn ona shaft lfmounted in'thehousing. |26.. A lever |1375 has its. free end arrangedV for one-way abutting en-vgagement-with the arm |33- and at its opposite end is pinnedtothe shaft.A |34 the. latter being operatively connected to the throttles lid, Hilf bymeans of an arm |35', link` |135 andbellcrank lever |31 whichA issecured on. the-outerwexidaof throttlef'shaft 38--ands pivotal-ily' connected` tor a.-

linls lea in turn: connected to4 an armi F40,.- Figi-f ure. le secure'di toV the outer end of. throttle shafb lf'izlf.. Thebottom: wallof the chamber |28- is-pro-f vided withia' dischargaport. |42mounting"a check.

valve mit, which'. permits one-way flow of` fuelr from; the' chamber |28.r` intoA the chamber |66; However,y fuel. may pass. from. the' chamber" ,|116y to the chamber |28 through a ll restriction HL., The throttles may' be actuated,v either Ymanually orV autcmatcallyr from: a suitable. control: device: To insure une;

or power quadrant,v not. shown.` hindered action-- of thev diaphragm |.2'|,.thespace4 or chamber thereabove: is vented to the pas sage. I i6;

The accelerator.A pumpoperates as followsa.

Inl the position of the parts as: shown; inl the' drawings. the throttles.- Hui. H6.' are wide: open).-

thef lever." |35 at. this time abutting". the leven.

|33 and' with the: assistance of the: spring; |`32, holding, the' pump plunger |29 and' diaphragm |2Tf in the positioni these partsa'ssume afterthe pumpe has discharged.. rIhe strength of. they spring; |32 is such that itA will. hold theV plunger andi dia phragm down against thepressure of the fuel'. in the chamber |06 with a certainl amount of: assistancefrom the lever, |35 (depending upon how fast-it is.desiredtorhavethefpump-ll-)A When:

the-throttles Mii;4 H6 are rotated-.to closed posi tionvthelever. |35 is moved clear of thev arm; |33,.

loaded spring I32 will provide ai major portion of thefo'rce needed to move the diaphragm andu piston downwardly or in a. fuel-expelling direction,.whereupon fuel will.- be discharged. past the-r check` valve |43 into-thechamber. |06 land teur-'- porarily augment the pressureofthe fuel in the latter chamber for' acceleration purposes; ',Ihusz..v

the. acceleration pump is charged4 and discharged primarily by fuel' pressure and the forcer of. thef loading; spring |32?. with. but little effort'. by wait of its mechanica-l connection with theI throttle..

Antide'tonant or water'metering decinev ThisA device, inits. broader aspects has certain.. features/in: commonwith that disclosedy in Patent- No. 2,509,648. Thus, it incorporates a poppetf valve. which flows water 'at a' substantiallyl constanthead.- to a metering valve arranged to vary the area` ofi a'. metering.. orifice as' a function of anv enginev condition, and? it-A also incorporatesa4 derichinent-i. valve:v controlv valve which', should; thefwater supply pressure dropfbelcw. a predeter mined value, will close and open the derichm'entivalve. I-.Iowever7l there. may be-l certain. conditions of operation under which the-derchne'ntcontrole Valve of. the device. ofA PatentI No. 2,509,643` will`- not close promptly. Whichobjection has been overcome in the .water metering. unit as herein; disclosed; Other. features of' differencel includef means for obtaining simplifieation` in struct/uref and flexibility in. installationy and use". Suclr` features of. novelty as arev present in thehereinr disclosed: water metering. device.v are claimed in; the' copending' application of Jay A'. Bolt and..L RobertvWv. Moore,.Serfial;No. 749,716 iiled'Mayv 22,. 194.7. andnoW-Patent No. 24473798.

The antidetonantor water. metering unit.v isi generallyindicatedat |50; it is: shown4 in elevesr tion in Figure 1 and in schematic or sectional diagram in Figure 3. Referring to the sectional view, a, main casting or housing |5| is anchored to a boss |52 formed on the section |66 of the intake conduit; adjacent the throttle body |45. The casting |5| is formed with a water inlet chamber |53, an unmetered water chamber |54, a metered water chamber |55, and a discharge chamber |56. Water is taken from a suitable supply such as a water tank, not shown, and flows by way of a conduit |51, Figure 1, to and through a strainer |58 into the chamber |53. A pump |59 is mounted in conduit |51; it may be of conventional construction having an inbuilt by-pass rendered operative when. a predetermined delivery pressure is encountered, and it may be operatively connected to a power control device as illustrated and described in the copending application of Stanley B. Smith `and Frank C. Mock, Serial No. 533,296, filed April29,

I 1944, and which latter application also embodies certain features in common with the water metering device as herein disclosed. The water pump is shown as being electrically driven from a suitable sourceof supply such as the battery 84, which connects with the pump motor by way of wire |66, switch |6|, contact |66 and wires |62, |62', the switch |6| being under manual or automatic control as desired.

Controlling flow of uid between chambers |53` and |54 is a pressure regulating valve |63, Figure 3, herein termed the poppet valve since it is of the poppet type, said valve being slidable in a valve housing or guide bushing |64 formed with a port or ports |65 and a valve seat |66. A springy |61 normallyT urges the valve 63 toward seated position, said spring being adjustable by means such as shims |68. The body ofthe valve |63 isf hollow and at its upper end the valve wall is formed with a bleed |69, the latter permitting.; Y a, restricted by-pass flow of water from chamber |53, thence through the hollow valve bodyand a passage |69 to chamber |54, so that when the valve is closed, the pressures in said chambers will become equalized under certain conditions and for a purpose to be described.

`Overlying chamber |54 is a diaphragm |16; it has its peripheral edge clamped between `a cap or cover |1| and the adjacent surface of the main casting |5|, and its central portion is I engaged between a pair of clamp members on a guide rod |12 whose upper end projects into a guide pocket or recess formed by the cap |1| and whose lower end carries a ball head |12 in contact with the stem of valve |63.

|13 encircles the guide rod |12 and normally urges the latter in a valve-opening direction, or

'downwardly as shown in Figure 3. The cap |1| defines a chamber |14 above the diaphragm |16 which is vented to metered water pressure by a passage |15.

A metering valve is indicated at |16; it controls the area of a metering orifice |11 through which Water flows from chamber |54 to chamber |55. The valve |16 has a stem which projects through a guide member forming part of a bushh ing |18 which closes off chamber |55 from a bellows chamber I 19 in which is mounted a pressure responsive spring loaded bellows |86. One end of the bellows |66 is anchored by means of a threaded stem |65 to a cap or cover |82, while the opposite or movable end thereof is provided with a cup-shaped member having an abutting connection with the stem of the valve |16, a light spring vr|83 encircling the valve stem and nor- A spring mally urging the said stem against said member. A passage |84 communicates interstage A duct pressure to the bellows chamber |19, which pressure for engines having certain characteristics has proven satisfactory as a reference pres- Y sure for the water metering valve |16. However,

at |66; it controls a port |9| through which inlet with Figure 2) ,ferential drops below a certain value.

water pressuremay be communicated by way of passage |92, chamber |93 and conduit |94to the chamber 14 of the valve 66 (compare Figure 3 The valve |96 is connected toa diaphragm |95 which forms a movable wall-between the chamber |93 and a chamber |96,l the latter being in communication with the unmetered water chamber |54 by way of passage |91. A spring |98 is locate-d in the chamber and normally urges the valve |9| toward seated position; -it 'predetermines the differential pressure acting on the diaphragm |95 at which the valve |9| will open and closes the valve when the dif- A vent passage |99 communicates chamber |54 as well as' chamber |96 with a line 266 leading back to the water tank, not shown, to insure closing of the derichment control valve under certain conditions and to also vent the system of air before valve 66.

It -is generally desirable to have an arrangement whereby the manifold pressure will be automatically increased when water is injected, and

automatically returned to normal should the system fail or run dry, or when the waterV supply pressure drops below a predetermined value.' The particular or specific means by which this may y be accomplished forms no part of the present invention. For example, a pressure switch, Figure 1, may be used, said switch comprising a cylinder 265 having mounted therein a piston 266 which carries a bar 261 of conducting material provided with contacts 268 and 269 adapted to engage companion contacts 2|6 and 2|| carried by an insulated bar 2 l2, the latter beinginserted in an electric circuit including ground wires 2 |3, 2|4 for the coil 2|5 of a solenoid valve 2|6, the coil 2|5 being placed in circuit with the contact |66 by means of wires 2|1 and |62.

A manifold pressure bellows 2| 8 is mounted in a chamber 2|9 and forms part of a boost control Which operates in general like that illustrated in the Smith and Mock application Serial No. 533,296, heretofore noted. The manifold pressure bellows constitutes part of a variable datum assembly including a datum rod 226 which is connected to themovable end of the bellows 2|8 and is encircled by datum spring 22|, ad-

dice. 1111., ontrols-dzhis orifice is governed Rbythe bellows |130, 'which is ventedtorinterstageduct pressure. For

- given datum setting ity opening the ithrolitles until .engine stage -supercharger capacity attained and thereafter `rincreasing the drive .on 'the aux!- iliary stage system, not shown; `itis 4movable both 1in response `l-to manual adjustment of the datum spring 122| and in response :to movement .of the bel-lows 2f|-8 .due vto Changes in mani-fold pressure. "Ihus, assuming the 'powercontrol lever been set fior a given manifold pressure, should the pressure in the chamber 2l-9 'drop due, 'for Aexample, to a gain in altitude, the 'bellows 218 will Vextend 'itself and thereby open the vthrottles v| I0,

' 1M', and/or regulatethe drive on the supercharging syst-ern to `.maintain such manifold pressure.

' The @manifold pressure chamber .2l-19 is in communication .with Athe intake :manifold of the len,-

. gine byv.Way .of a conduit Z2-5 fhaving- -a 'bleed 226 '.therei'n, and vsaid .chamber `may- {also be placed in communication .with .a "lower pressure source,

such as the intake conduit |09, by Way .of a .con-

duit 227' having a bleed 228 therein, .the solenoid -valve .2 |16 .controlling said "latter .cond-uit. When :the solenoid valve .246 is open, .the .pressure .in

.chamber T2 |19 is -lowered independently of the action :of the lever 1222, and hence the manifold pressurewill be increase-d clue to .extension .of .the beliows 2158, :the manifold pressure resuming its nonnalwa'lueupcn clcsingofthersolenoid valve '2 .|6. 'The manifold .pressure switch 239 `ris controlled Eby a bellows 221| mounted in a housing 232, vthe `'latter defining .a bellovvs chamber '233 which is in pressure .communication with the engine 'intake manifold iby -rneans .of a :conduit 1234. A spring :235, mounted 'in .the bellows `23 I, normal-ly urges "lhesWitch itc closed .pos'i tior,1,. This manifold4 pressure switch 'primarily -a'safetyswitch 1in :that `it insures againstV the kuse of an autolean ffuel-.airratiowhen fthemanii'old pressure is above a, given value. v v

The antidetonant or water metering unit opy.crates as follows:

Vbuildsup pressure in the chamber 153- and water `flows across 'the poppet valve v|63 (which -is then open `dueto spring pressure) and into the cham- "ber .1.154, where fit acts -on ythe diaphragm Il' in a direction tending to 4close lthe vpop-pet `valve. From chamber 154, the water YIiovvs ylzlogroligh metering orifice llillinto chamber |55` and from tl-1e. ilatter chamber pressure -iscomm-unoated to chamber |14 on `the opposite side of the dia- `pptnagm 11|). Since lmetered waterpressure is.

.substantially equal to `discharge nozzle pressure -fneglecting the drop across the check valve 185) itfl-iefvailve 163 .will maintain thetpressure in chem- '311er '|541 ata substantially constant value above discharge nozzle 'pressure as determined by the! force of spring 113;; :and this will .produce a sub- A:stantially:constant:drop across-fthe metering-valve l. i551 6v so `tl'rat/.the kmetering ow'vvater will be .in `rrowrtion tozthe effective area ofthe metering vori- The posi-tion of' Vthe .valve |15 which fanenginecfthe .type shown, interstage duct-pressure :constitutes a .airiyaurate referencev pres- .'-zs'ure :Berthe fdesired fwateretruel ratio.

The diaphragm 1.9i .of :the1derichmenthontru1 valve ist :is responsive to the drop or .diierential across fthe 'popnet V.valve .|153 .which dnicreati-'al tends yto open thederichment control vaiveagai-Dst y:the resistance of the spring @193. If .adequate cva- '.t'er supply pressure .exists 'but orsome'reason no Water `is flowing across the metering 1valve lto .the discharge nozzle, .or .should 'the poppet valve become stuck, there will be no Vpoppet valve drop, (this being assured .even though "the '.poppct valve 1|53 .shouldbe :tightly closed by the small bleed `p|69 in parallel Lwith the poppet valve y1453 whichwill then equalize .the pressures .in vchambers-liiiand Y 154'). ands'i-nce there -will the-n ibe vno 'differential pressure across the diaphragm 135, tthe spring #98 4will .close the valve |98. In case the supply bf .water should 'become exhausted and the supply pressure drop, there will be a -drrllnShi-le force acting .on the derichmen't control valve-diaphragm in a valve-opening direction, lwhereupon the spring 198 `will close the valve -il 91| when the supply `pressure drops to a predetermined value. For example, should the Water system run vdry with the pump |59 still running, the latter might other- Wise build up sulilcientair pressure in the device -to Vmaintain .the -derichment control valve T90 open, 'a hazard which isfovercome bythe method `of derichment valve control herein disclosed. n

When the deriehment Icontrol Avalve -Iil opens, Awater pressure is communicated tothe pressure switch Elli-the lsolenoid valveiilis opened Vthereby bleeding pressure from bellows chamber 219 'and the manifold pressure iis increased; and Waeter pressure Ais also applied by way ,of conduit 194 tothe chamber "ifi of the .derichmeht valve dit, and both of he diaphragms iiandit more up- 4Warclly and. close the derchment-vailve f6.6., Whenever the water v supply runs out, or Should the switch fl es be opened andthe uaterpmnnstqpped, valve |96 will close and pressure befrelieved from the chamber 11d by Way of conduit AIS'hand vent conduit 20B, While at the `same time pressure Will be relieved in back of .thepressure switch piston 206, the circuit 'to the `solenoid valve '216 'broken and the latter will close, thereby .returning the manifold pressure "to its previous value. 'The carburetor will then meter on a normal vor auto-rich fuel-air ratio.

General. description of operation The fuel pump I3 may be vsuitably geared to `the engine or power 'plant to be Supplied with intl and driven thereby. As the rotor Mrotates fuel is draw-n through the conduit .l2 and into Vthe chamber Il, from which it is forced "by the rotor blades or vanes 4j'- into the governor .Chaml'ber 2|'. The :beliefvalve l is set to maintain the fuel in chamber A2i at a predetermined pressure over'and above the pressure in the unmetered'juel chamber C, and when this pressure is exceeded, the valve 46 is opened and the excess fuel isf'bypassed .back to the chamber U. Whenthe 6.1.1-

gine is operating', the rotating governor weights 34 and the idle spr-ing 45 tend Ito open the puppet valve 29 and perm-it fuel under pressureV to pass from .the 4chamber 2| through the `vailve port l3| into the unmetered fuel chamber C, Vfrom which Vthe iuel flows through the mai-n lmetering orice 6.0 into the metered -fuel chamber B and thence through the Vfuel conduit 54 and metered fuel line 55 to the mixing chamber li and into the nozzle chamber |0"|. As soon as the ymetered fuel pressure attains a value yequivalent to the, pressure setting 'of the discharge nozzle IH., the latter opensy and -fuel is discharged into the engine inv'13 take conduit |09. The poppet valve 29 will float towards open or closed pos-tion until the governor head acting on diaphragm 40 balances the force of the governor weights 34. Since the govshould the efficiency of the latter become im--ar paired, while at the same time it may be too rich for maximum economy when cruising under light loads. Also, when water injection is used at high manifold pressures, it is desirable t select afuel-air ratio which is economically lean but which will still maintain the desired power outputwithout detonation. In Figure 8, the curve 235 represents the fuel supplied through the main metering .orifice Se with the derichment valve closedgzwhile the shaded portion up to the curve 236 represents the fuel suppliedithrough both the main metering orifice 6G and the supple- Vmentalor auto-rich orice 6| with the derichvalve y |99 is openand water pressure has been fonimupicatedto the pressure switchr205, thereby raising the manifold pressure, and also to chamber 14 beneath the lower diaphragm 10,' thereby closing the derichment valve 65. Metering now taires place through the main metering orifice ernor rotates in direct relation to engine speed, E0 only while water is being metered in the manthe thrust 0f the governor weights is proportionner heretofore described. ral t0 Speed Squared, and therefore a balancing Assuming a condition where the pilot desires differential across, the diaphragm il@ is maintained a relatively lean fuel-air ratio, as when cruising proportional to speed squared and the metering at light loads, he turns the switch B3 to the cruise head across the orifice 5i? is also maintained pro- 10 or auto-lean position, whereupon the solenoid portional to speed squared for any given posicoil 19 is energized and the valve 16 is raised clear tion of themetered needle 90. Assuming a xed of the lower port 85, thereby communicating fuel area of the metering orifice Eil, then flow thereunder pressure to the chamber 1| between the 'through is proportional to the square root of the upper and lower diaphragme 63 and 10 by way pressure difference thereacross and hence is prol5 of passages S6 and S6', whereupon the valve 6B portional to engine speed. For a constant conis closed as indicated in Figure 6. The carburetor dition of manifold pressure and exhaust back will then be metering along the curve 235 of pressure, the flow of air to the engine will vary Figure 8. Should the manifold pressure for any in direct proportion to engine Speed, and the conreason rise above a value where the lean fuel-air trol mechanism will correspondingly vary the v20 ratio might cause detonation, the switch 239 will quantity of the fuel supplied to the engine. Since open, solenoid coil 19 will be de-energized, venting the mass rate of air flow to the engine is dechamber 1| and derichinent valve 66 will open. pendent not only on the engine speed but also Should the pilot be traveling at a speed and uponmanifold or charging pressure, air temperaloadwhich would justify a relatively rich mixture, .ture and exhaust back pressure, the area of orifice (assuming the water switch to be off) he turns B0 is controlled by the manifold and exhaust back the switch 83 to normal or auto-rich, the solepressure needle 9B, while the area of the temperanoid 19 is then de-energized and the valve 16 ture orifice 9| is controlled by the temperature removed downwardly, closing the port 85, wheresponsive needle 96. Thus, as the manifold presupon the chamber 1| between the upper and lower sure is varied, as by actuation of the throttles llt, diaphragme 63 and 1d is vented to the vapor IID, or by variation in speed of the supercharger vent line 51 by way of the passages 85 and 81, |24 and/or the auxiliary supercharger (not and the derichrnent valve is opened, note the posishown) at a given throttle opening, such variation of the parts in Figure 7, .Metering now tions will be transferred to the chamber in which takes place not only through the main metering the bellows |09 is mounted and will be imposed 35 Oree 59 from Chamber 1C',k but alSO by Way 0f uponsaid bellows, the effective action of the belpassage @3 and @3' and Chambetr 35 thIOugh the .lows4 |00 being modiiied through the action of supplemental orifice 5|, as indicated by the curve the bellows |03. 236 Of Figure 8- Were it not for the supplemental metering ori- While the Carburetor and Water metering dence 5| and associated controls including the con- 40 vice are shown interconnected in coacting relatoured end portion of the needle 6d and 'the tion, it will be obvious that the multiple position derichment valve se, the fuepgir ratio as demetering system of the carburetor will function termined by the rate of metering through the equally well with or without the water metering orifice 6i) would have to be initially sufficiently SYStem- AlSO. the Water and fuel Systems @Ould rich for an engine having given characteristics i5 Operate With Separate dSChaIge nOZleS instead of to insure smooth operation of the engine throughby Way 0f a COmmOrl miXiIlg Chamber as shown. 0111; the Vepjgirgl; range of power Output; and While These and other mGdlCaT/OIIS and leallflangement an economical fuel-air ratio may be maintained Of parts Will be ObVlOllS hOSS Skilled in the as long as the engine is in prime condition, it art, and it should therefore be understood that may not be sufficiently rich to avoid engine failure 50 the invention S not limited |30 the SpeCC Structure used for 'the purpose of illustration, but only by the appended claims.

I claim: 1

1. In combination with an engine having an intake manifold and a device for Asupplying a primaryA fuel tov` the engine,v an auxiliary charge inj ecticn system for suppling an auxiliary charging fluid'to the engine having metering means rendered operative atl predetermined manifold pressures, said primary fuel device having primary and secondary Ametering --orices arranged Yin parallel, a fiow passage forunmetered fuel provided with a port which when open permits fuel .to ow to both primary and secondary orifices only the primary orifice or orifices, aderichment .valve controlling Aflow of fuel through saidport, and means for operating said derichment valve in timed relation with said auxiliary uid metering means.

2. In combination with an engine having an intake manifold and a device for supplying aprimary fuel to the engine, an auxiliary charge injection system for supplying an auxiliary charging fluid to the engine including a flow passage but which when closed permits fuel to ow to K 'navngrmetering; means.;

meenam 'erenirendered effective piedetermin'e mamif-old pressure, said primary eltdeviee' 'havinga primary 'iuelmetering 'zorlfice anda secondary metering orifice and a v.needle :provided Lvv'ithfsa contoured metering .portion .for

each orifice and movable I5to vary v'the eiective l:area f o'f fsaid orifices, a fuel .by-pass passage provided w'ith a port vv-nich when 'open per-mits une'tered fuel to 'flow to rand-through both of said ztoiand through only :the primary-metering waive in timedrelation with said auxiliary fluid fine-tering means. '-3, Lteeding .device :for :aniinternalacom- 3.LxloustionA engine .having a Water injection system applied thereto, `vcomprising an 'unmetered fuel fol-lambert, 'a .metere'd fuel chamber., a pair of 1:0-

faXialpri-iices :arranged for parallelflow of fuel 'Ifromthe unineteredfuel chamber Yto the metered `-.'fue'l chamber, 'a movable tdouble contour valve .arranged for the :simultaneous control 'oi the fetfective areas of said 'ori'oea a deri'chment valve 'or controlling the .now of fuel .to only 'one Aof said fori'ce's, and means .for closing the .lastnamed valve "when Water :is .being :supplied to the v sengine.

bln=aiiuel feeding system -'for an 'engine hav- .ing a throttle, a fuel conduit having metering "therein including fa plurality of metering forices arranged .in'parallel .il'oy relationship, a

'metering .needle for 'varying Ythe eiective .areas :o .said orifices, means adapted Ito automatically :position said .needle :as .1a function .of an engine f rcondition, separate :new passages :adaptedeto ref. soeive .fuel upstream ofcsaid .orifices anddirect it through said orifices to the enginea derichment .1v lveiorfeausing unrn'etere'd iuel totrlow through either one or a plurality of said passages, vand 4:fi're'ans sfor selectively operating said valve irrespective :of throttle position.

f5` 11n a .fuel 'feeding system l-or an engine, a

.u'el conduit .ha-ving metering means therein infcluding .a Vplurality of metering orifices arranged .Jin 4parallel Iiow relationship, a .metering :needle for varying the areas of said orifices, .means `.adapted .to automatically position 'said needle las faiiunotionei 'an :engin-e condition, separate ilo'w :passages ladapted to receive fuel yupstream of .fsaid orifices .anddirect .it through said orifices to the engine, a .deriohm'ent 'valve `for 'causing unmetered fuel to flow through either'orie ,or a

pplurality of -said passages, means fior lselectively operatingsaid valve, saidvalve operating .means including Va Ifl-uid pressure 'chamber 'operatively :associated with saidvalve, "and means for -se- .lecftgively controlli-ng vthe admission of .iiuid under pressure fto :said chamber.

-6. lnia-uelfeeding .system for Tan engine havinga throttle, a'fuel conduit, .metering means in said conduit vincluding va .main metering vorifice anda supplemental'or auxiliary .metering or'ice -farranged lin A,parallel flow relationship, a ymeterjfing .needlefadapted tosimultaneously control the effeotivehareas o'f said orifices, means vfor autogmatically adjusting the position of said .needle :as Va .function of `:an engine condition, a passage .forfunmetered fuel arranged to by-pa'ssthe 'main metering orice and conduct fuel to the auxiliary metering foriiioe, a derichment valve for con- A'trolling :said byepass, and means 'for selectively frperating said valve irrespective of throttle posic rtin.

, ;7,.. ,1n:a :fuel ieeding system 'for an engine, 'a

frs

, nain xm-eterin'g rzorifie'e zand. assimilate- Imental 'o1-auxiliary metering 'forti-'loe arranfgeli.for

miete/ring meansin said: conduit .including :amain rn-eteringy orioean-d Va supplemental. or auxiliary metering forice arranged in.sulostantialiyI coaxial relations-hip -for ,parallel dow loiY fuel :there- 'fthrougn :a :double ycontoured metering needlezi'or .simultaneously ffcontiolling the effective fareas ,roi `said orices, lmeans for automatically positionaing'said :needle .as-ia function of an engine eenf'dition, fa passage for luy-passing "unmetered ,fuel 'around said main ymetering oriiice v andnc'onduoting "L- to the auxiliary ymeteringorifice, a -v'alve .fior foontrolli-ng said passage, and means :for

:seleotivelypperating said `valve.

9. IIn aiuel feeding system for "anfenginehaving 'a throttle; a iueliconduit -for flowing `fuel :to .an engine, metering means .in 4said condo-it, a :main metering eri'ce and an auxiliarymetering yorifice arranged jparallel .flow relationship,

.means for yir,zaintaninfg .a metering :head across said orifices zas 1a function of engi-ne speedy-5a :metering .needle vcontoured to 'simultaneously een-trol the aeitectivegr'areasof .saidoriiices mea-ris for automatically positioning said .needle asia' .f-funotionof the new yof air to thesengine, apas- Vsage arranged to :by-pass uninetered fuelaround Y'said 4rna'in metering 'orifice and vconduct 'it to Vsaid auxiliary metering o'rce, la val-ve 4oonr trolling said passage, 'sand means for selectively chamber .in free one-way discharge communication with said metered fuel chamber :and in-.re- :s-tricted .inflow communication "with Isaid glatter chamber., a reciprocating pumping `element, ia'

.spring .arranged to 'normally urge `said ele- -rnent in 'a .fuel discharging direction, *said Lz spring being of 'such strength .as to Vpermit -fuelnnder pressure .flowing into V`'sa-icl'storage :chamber -to retract said lpumping element 4and :charge 'the pump,^rand means mechanically icon- V`heating said .spring pressed .pumping element Wit-h the throttle.

111. In a :fuel feeding system .'for Van enginaa throttle controlled air intake conduit, a f-el leelerator pump provided with a fuel storafge fchamber and a Wall separating said storage Achamber from said 'metered -fuel cham-ber, said -wall .being provided fw-ithca discharge port and iv'alv'e 'permitting fone-Way discharge of fuel-,trom lthestoragefenarriber :through :said soort l7 into the metered fuel chamber, said wall being also provided with a restricted orice permitting restricted inflow of metered fuel to the storage chamber, a reciprocating pum-ping element for pumping the fuel from the storage chamber into the metered fuel chamber, a spring arranged to normally urge said element in a fuel discharging direction, said spring being of such strength as to permit fuel under pressure flowing into said storage chamber through said restricted orifice to retract said pumping elem-ent and charge the pump, and means mechanically connecting said spring pressed pumping element with the throttle.

l2. A fuel feeding system as claimed in claim l1 wherein said mechanical throttle connection is arranged to positively urge said pumping element to its discharge position when the air intake throttle is initially moved from a closed to an open position cut moves clear of seid pumping element when the throttles are moved from an open to a closed position,

FRANK C. MOCK.

REFERENCES CITED The following references are of record in the le of this patent:

UNITED STATES PATENTS 

